Braking energy recovery method and braking energy recovery system

Abstract

This application discloses a braking energy recovery method and system, relating to the field of electric vehicle technology. The disclosed energy recovery method is applied to electric vehicles equipped with an energy recovery pedal, including: upon receiving a first braking request triggered by a user based on the energy recovery pedal, obtaining a motor braking deceleration threshold; scaling the motor braking deceleration threshold to obtain a current motor braking deceleration; braking according to the current motor braking deceleration; and converting the kinetic energy generated during braking into electrical energy to charge the power battery according to the current motor braking deceleration. The current motor braking deceleration used for braking energy recovery in this application is obtained by scaling a motor braking deceleration threshold. Therefore, the current motor braking deceleration can be limited within the motor braking deceleration threshold, making the braking energy recovery process smoother, avoiding jerking sensations for users in the vehicle, and effectively improving the riding experience.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and in particular to a braking energy recovery method and braking energy recovery system. Background Technology

[0002] Energy recovery is one of the key technologies for pure electric vehicles. When traditional gasoline-powered vehicles decelerate or brake, the vehicle's kinetic energy is converted into heat energy through the braking system and released into the atmosphere. In pure electric vehicles, this wasted kinetic energy can be converted into electrical energy through regenerative braking technology and stored in the vehicle's battery, and further converted into driving energy. For example, when the vehicle starts or accelerates and needs increased driving force, the electric motor's driving force becomes an auxiliary power source for the engine, making efficient use of electrical energy.

[0003] However, during the regenerative braking process, the motor acts as a generator, generating a reaction torque that is opposite to the direction of wheel rotation. This reaction torque acts on the wheels, causing the overall deceleration during the regenerative braking process to be too high, making the regenerative braking process less smooth and causing a jerking sensation for passengers, thus affecting the riding experience.

[0004] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of this application is to provide a braking energy recovery method and braking energy recovery system, which aims to solve the technical problem that the braking energy recovery process in the prior art is not smooth enough, causing a jerky feeling to the users in the vehicle and affecting the riding experience.

[0006] To achieve the above objectives, this application provides a braking energy recovery method, which is applied to an electric vehicle equipped with an energy recovery pedal, and the method includes:

[0007] Upon receiving a first braking request triggered by the user based on the energy recovery pedal, the motor braking deceleration threshold is obtained;

[0008] The current motor braking deceleration is obtained by scaling the motor braking deceleration threshold.

[0009] Braking is performed based on the current motor braking deceleration;

[0010] The kinetic energy generated during braking is converted into electrical energy to charge the power battery based on the current motor braking deceleration.

[0011] In one embodiment, the step of scaling the motor braking deceleration threshold to obtain the current motor braking deceleration includes:

[0012] Determine the current pedal travel and pedal travel threshold of the energy recovery pedal;

[0013] The sensitivity coefficient is obtained by scaling the motor braking deceleration threshold based on the pedal travel threshold.

[0014] The current motor braking deceleration is determined based on the sensitivity coefficient and the current pedal travel.

[0015] In one embodiment, before the step of obtaining the motor braking deceleration threshold upon receiving a first braking request triggered by the user based on the energy recovery pedal, the method further includes:

[0016] Determine the charging current threshold of the power battery;

[0017] The motor torque threshold is determined based on the charging current threshold, motor speed, and battery charging voltage.

[0018] The motor braking deceleration threshold is determined based on the motor torque threshold, vehicle mass, drag coefficient, wheel radius, and rotation ratio.

[0019] In one embodiment, the step of converting the kinetic energy generated during braking into electrical energy to charge the power battery based on the current braking deceleration includes:

[0020] Determine whether the current remaining capacity of the power battery is lower than the preset capacity;

[0021] If so, the kinetic energy generated during braking is converted into electrical energy to charge the power battery based on the current braking deceleration.

[0022] If not, then stop charging the power battery.

[0023] In one embodiment, the step of braking according to the current motor braking deceleration includes:

[0024] Upon receiving a second braking request triggered by the user based on the brake pedal, the current braking system deceleration is generated;

[0025] Braking is performed based on the current motor braking deceleration and the current braking system deceleration.

[0026] In one embodiment, after the step of converting the kinetic energy generated during braking into electrical energy to charge the power battery based on the current motor braking deceleration, the method further includes:

[0027] The sum of the current deceleration is determined based on the current motor braking deceleration and the current braking system deceleration.

[0028] Determine whether the sum of the current decelerations has reached the preset deceleration;

[0029] If so, the current motor braking deceleration or the current braking system deceleration is adjusted by adjusting the motor control parameters, and the process returns to the step of determining the current total deceleration based on the current motor braking deceleration and the current braking system deceleration, until the adjusted total deceleration is lower than the preset deceleration.

[0030] In addition, to achieve the above objectives, this application also proposes a braking energy recovery system, which includes: a vehicle controller, a motor controller, an energy recovery pedal, and a power battery;

[0031] The vehicle controller is connected to the motor controller and the energy recovery pedal, respectively; the motor controller is connected to the motor and the power battery, respectively.

[0032] The vehicle controller is used to obtain the motor braking deceleration threshold when it receives a first braking request triggered by the user based on the energy recovery pedal.

[0033] The vehicle controller is also used to scale the motor braking deceleration threshold to obtain the current motor braking deceleration, and send the current motor braking deceleration to the motor controller;

[0034] The motor controller is used to control the motor to brake according to the current motor braking deceleration;

[0035] The motor controller is also used to convert the kinetic energy generated during braking into electrical energy to charge the power battery based on the current motor braking deceleration.

[0036] In one embodiment, the system further includes: a braking system and a brake pedal;

[0037] The vehicle controller is connected to the brake pedal and the braking system, respectively.

[0038] The vehicle controller is also configured to send the second braking request to the braking system when it receives a second braking request triggered by the user based on the brake pedal;

[0039] The braking system is configured to generate a current braking system deceleration based on the second braking request, and send the current braking system deceleration to the vehicle controller.

[0040] The vehicle controller is also used to send the current braking system deceleration to the motor controller;

[0041] The motor controller is also configured to control the motor to brake based on the current motor braking deceleration and the current braking system deceleration.

[0042] In addition, to achieve the above objectives, this application also proposes a braking energy recovery device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the energy recovery method described above.

[0043] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the energy recovery method described above.

[0044] One or more technical solutions proposed in this application have at least the following technical effects:

[0045] This application, upon receiving a first braking request triggered by a user based on the energy recovery pedal, obtains a motor braking deceleration threshold; scales the motor braking deceleration threshold to obtain the current motor braking deceleration; applies braking based on the current motor braking deceleration; and converts the kinetic energy generated during braking into electrical energy to charge the power battery based on the current motor braking deceleration. Because this application recovers braking energy through the energy recovery pedal, and the current motor braking deceleration used for braking energy recovery is obtained by scaling the motor braking deceleration threshold, the current motor braking deceleration can be limited within the threshold, resulting in a relatively low overall deceleration during the braking energy recovery process, a smoother braking energy recovery process, and avoids causing jerking sensations for passengers, effectively improving the riding experience. Attached Figure Description

[0046] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0047] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0048] Figure 1 This is a schematic flowchart of the first embodiment of the braking energy recovery method of this application;

[0049] Figure 2This is a schematic diagram of the energy recovery pedal in the first embodiment of the braking energy recovery method of this application;

[0050] Figure 3 This is a schematic flowchart of the second embodiment of the braking energy recovery method of this application;

[0051] Figure 4 This is a schematic flowchart of the third embodiment of the braking energy recovery method of this application;

[0052] Figure 5 This is a schematic diagram of the braking energy recovery system of this application;

[0053] Figure 6 A schematic diagram of the structure of a braking energy recovery device suitable for implementing the embodiments of this application.

[0054] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0055] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0056] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0057] The main solution of this application embodiment is: when receiving a first braking request triggered by the user based on the energy recovery pedal, obtain the motor braking deceleration threshold; scale the motor braking deceleration threshold to obtain the current motor braking deceleration; brake according to the current motor braking deceleration; and convert the kinetic energy generated during braking into electrical energy to charge the power battery according to the current motor braking deceleration.

[0058] Because existing technology generates a reaction torque on the wheel in the opposite direction of wheel rotation during the regenerative braking process, the overall deceleration during the regenerative braking process is too high, making the regenerative braking process not smooth enough. This causes passengers to experience a jerking sensation, affecting the riding experience.

[0059] This application provides a solution for recovering braking energy through an energy recovery pedal. The current motor braking deceleration used for braking energy recovery is obtained by scaling a motor braking deceleration threshold. Therefore, the current motor braking deceleration can be limited within the motor braking deceleration threshold, resulting in a relatively low overall deceleration during the braking energy recovery process. This makes the braking energy recovery process smoother, avoids causing jerking sensations for users in the vehicle, and effectively improves the riding experience.

[0060] It should be noted that the executing entity in this embodiment can be a computing service device applied to electric vehicles, possessing functions such as brake energy recovery, network communication, and program execution, such as a vehicle controller, a motor controller, or an electronic device integrating a vehicle controller and a motor controller, or a brake energy recovery device. The following description uses a brake energy recovery device as an example to illustrate this embodiment and the subsequent embodiments.

[0061] Based on this, the embodiments of this application provide a method for regenerating braking energy, referring to... Figure 1 , Figure 1 This is a schematic flowchart of the first embodiment of the braking energy recovery method of this application.

[0062] In this embodiment, the braking energy recovery method is applied to an electric vehicle equipped with an energy recovery pedal, and the braking energy recovery method includes steps S10 to S40:

[0063] Step S10: Upon receiving a first braking request triggered by the user based on the energy recovery pedal, obtain the motor braking deceleration threshold.

[0064] It should be noted that the aforementioned energy recovery pedal can be an additional pedal installed in an electric vehicle for energy recovery and braking. For example, refer to... Figure 2 , Figure 2 This is a schematic diagram of the energy recovery pedal in the first embodiment of the braking energy recovery method of this application. Figure 2 In electric vehicles, an energy recovery pedal, a brake pedal, and an accelerator pedal can be installed. The brake pedal is used to control the vehicle's speed, achieving deceleration or stopping; the accelerator pedal is used to control the motor's power output, thereby controlling the vehicle's acceleration. When the driver presses the accelerator pedal, the motor controller can receive the command and adjust the motor's output power to accelerate the vehicle; for example... Figure 2 As shown, the driver can depress the brake and accelerator pedals with their right foot and the energy recovery pedal with their left foot. Compared to traditional automatic transmission longitudinal driving systems that only utilize the right foot, the energy recovery pedal in this embodiment allows the driver to move their left foot, preventing muscle paralysis in the left foot caused by prolonged driving without exercise and alleviating fatigue in the right foot. During braking, when the driver releases the accelerator pedal and depresses the energy recovery pedal, the reverse torque of the motor controls the vehicle's deceleration while simultaneously recovering energy. If the energy recovery pedal is pressed to its limit and still cannot meet the deceleration requirements, the right foot can simultaneously depress the brake pedal to achieve the desired deceleration.

[0065] Understandably, the aforementioned first braking request could be triggered by the user pressing the energy recovery pedal.

[0066] It should be noted that the above-mentioned motor braking deceleration threshold can be a preset threshold. When the actual motor braking deceleration is less than or equal to the motor braking deceleration threshold, the motor braking deceleration can be considered to be small.

[0067] Among them, the motor braking deceleration can be the rate at which the motor speed decreases during the braking process. It reflects the rate at which the motor speed decreases when it goes from high speed to stop or low speed.

[0068] In practical implementation, a regenerative braking test can be conducted to control the electric vehicle at different motor braking decelerations, and the maximum motor braking deceleration that will not cause the user to experience a jerking sensation can be selected as the motor braking deceleration threshold. The aforementioned regenerative braking device can respond to the first braking request triggered by the user based on the regenerative braking pedal, activate the regenerative braking function, and obtain the locally preset motor braking deceleration threshold.

[0069] Step S20: Scaling the motor braking deceleration threshold to obtain the current motor braking deceleration.

[0070] In its implementation, the aforementioned energy recovery device can scale the motor braking deceleration threshold using a preset proportional coefficient. The motor braking deceleration threshold can be multiplied by the reciprocal of the preset coefficient to obtain the motor braking deceleration used for braking energy recovery. This preset proportional coefficient can be a pre-defined coefficient negatively correlated with the pedal travel of the energy recovery pedal. That is, the greater the pedal travel, the smaller the preset coefficient to obtain a larger motor braking deceleration; conversely, the smaller the pedal travel, the larger the preset coefficient to obtain a smaller motor braking deceleration. This ensures that the obtained current motor braking deceleration is relevant to the user's deceleration requirements.

[0071] It should be understood that since the current motor braking deceleration is obtained by scaling the motor braking deceleration threshold, the current motor braking deceleration used for regenerative braking is limited within the motor braking deceleration threshold. This ensures that the overall deceleration of the electric vehicle during regenerative braking (which can be composed of the motor braking deceleration generated by the energy recovery pedal and the deceleration generated by the brake pedal) is limited, avoiding jerking sensations for the user, ensuring driving comfort, and improving the riding experience.

[0072] The pedal travel of the aforementioned energy recovery pedal can be the distance traveled by the energy recovery pedal from its initial position to its current depressed position.

[0073] Step S30: Braking is performed according to the current motor braking deceleration.

[0074] In practice, the aforementioned regenerative braking device can control the vehicle to decelerate based on the current motor braking deceleration, thereby achieving braking.

[0075] Step S40: Based on the current motor braking deceleration, the kinetic energy generated during braking is converted into electrical energy to charge the power battery.

[0076] In its specific implementation, the aforementioned regenerative braking device can monitor changes in the vehicle's mass and speed during braking to determine the kinetic energy released during braking. Then, it uses the reverse process of the motor (i.e., the power generation process) to capture this released kinetic energy, converting the vehicle's kinetic energy into electrical energy. The converted electrical energy is then regulated by an inverter or other power electronic equipment before being output to the power battery to charge it. After charging, the power battery's charge gradually increases, thus realizing the recovery and utilization of braking energy.

[0077] In one feasible implementation, step S40 may include steps S401 to S403:

[0078] Step S401: Determine whether the current remaining capacity of the power battery is lower than the preset capacity.

[0079] It should be noted that the aforementioned preset capacity can be a pre-set safety capacity. When the current remaining capacity of the power battery exceeds this preset capacity, the battery's state of charge (the ratio of the current remaining capacity to the storage capacity when the power battery is fully charged) is determined to be too high. Charging the power battery at this time will damage the battery.

[0080] Therefore, in order to avoid the impact of regenerative braking on the use of the power battery, the aforementioned regenerative braking device can compare the current remaining capacity of the power battery with the preset capacity and determine that the current remaining capacity of the power battery is lower than the preset capacity.

[0081] Step S402: If yes, then the kinetic energy generated during braking is converted into electrical energy to charge the power battery according to the current braking deceleration.

[0082] In a specific implementation, when the aforementioned regenerative braking device detects that the current remaining capacity of the power battery is lower than the preset capacity, it determines that the power battery currently supports charging. It can then perform the operation of converting the kinetic energy generated during braking into electrical energy to charge the power battery based on the current braking deceleration, thereby regenerating regenerative braking energy.

[0083] Step S403: If not, stop charging the power battery.

[0084] In a specific implementation, when the above-mentioned braking energy recovery device detects that the current remaining capacity of the power battery is not lower than (greater than or equal to) the preset capacity, it determines that the power battery does not currently support charging. Therefore, it does not perform the operation of converting the kinetic energy generated during braking into electrical energy to charge the power battery according to the current braking deceleration, and does not perform braking energy recovery to ensure the safe operation of the power battery.

[0085] In addition, during the regenerative braking process, if the remaining capacity of the power battery reaches the preset capacity after charging, the regenerative braking process can be stopped, and the charging of the power battery can be stopped to protect the power battery.

[0086] This embodiment obtains a motor braking deceleration threshold upon receiving a first braking request triggered by a user based on the energy recovery pedal; scales the motor braking deceleration threshold to obtain the current motor braking deceleration; applies braking based on the current motor braking deceleration; and converts the kinetic energy generated during braking into electrical energy to charge the power battery based on the current motor braking deceleration. Because this embodiment recovers braking energy through the energy recovery pedal, and the current motor braking deceleration used for braking energy recovery is obtained by scaling the motor braking deceleration threshold, the current motor braking deceleration can be limited within the threshold, resulting in a relatively low overall deceleration during the braking energy recovery process. This makes the braking energy recovery process smoother, avoids causing jerking sensations for passengers, and effectively improves the riding experience.

[0087] Based on the first embodiment of this application, a second embodiment of this application is proposed. In the second embodiment, content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the braking energy recovery method of this application.

[0088] In this embodiment, step S20 may include steps S201 to S203:

[0089] Step S201: Determine the current pedal stroke and pedal stroke threshold of the energy recovery pedal.

[0090] It should be noted that the above pedal travel threshold can be the maximum distance that can be moved from the fully released position of the energy recovery pedal (i.e., when the energy recovery pedal is at its highest position) to the fully depressed position of the energy recovery pedal (i.e., when the energy recovery pedal is at its lowest position).

[0091] In a specific implementation, the aforementioned pedal travel threshold can be pre-configured in the brake energy recovery device. After responding to the first braking request, the brake energy recovery device can monitor the current pedal travel of the energy recovery pedal and read the pedal travel threshold of the energy recovery pedal locally.

[0092] Step S202: Scaling the motor braking deceleration threshold according to the pedal travel threshold to obtain the sensitivity coefficient.

[0093] In practical implementation, the aforementioned regenerative braking device can use the reciprocal of the pedal travel threshold as a scaling factor, and scale the motor braking deceleration threshold based on this scaling factor to obtain a sensitivity coefficient. Alternatively, the motor braking deceleration threshold and the pedal travel threshold can be substituted into a preset sensitivity formula to obtain the sensitivity coefficient.

[0094] The preset sensitivity formula is as follows:

[0095]

[0096] In the formula, k is the sensitivity coefficient, and a max p is the motor braking deceleration threshold. max This is the pedal travel threshold.

[0097] Step S203: Determine the current motor braking deceleration based on the sensitivity coefficient and the current pedal travel.

[0098] In practical implementation, the above-mentioned braking energy recovery device can substitute the sensitivity coefficient and the current pedal travel into the preset motor braking deceleration formula to obtain the current motor braking deceleration.

[0099] The preset motor braking deceleration formula is as follows:

[0100]

[0101] In the formula, a e The current motor braking deceleration is given by k, which is the sensitivity coefficient, and p is the current motor braking deceleration. e This represents the current pedal travel.

[0102] This embodiment determines the current pedal travel and pedal travel threshold of the energy recovery pedal; determines the sensitivity coefficient based on the pedal travel threshold and the motor braking deceleration threshold; and determines the current motor braking deceleration based on the sensitivity coefficient and the current pedal travel. This achieves accurate determination of the current motor braking deceleration based on the current pedal travel, effectively improving the accuracy of determining the current motor braking deceleration.

[0103] In one feasible implementation, steps S01 to S03 may be included before step S10:

[0104] Step S01: Determine the charging current threshold of the power battery.

[0105] It should be noted that the above charging current threshold can be the maximum current value that the power battery can withstand during charging.

[0106] In practice, the charging current threshold of the aforementioned power battery can be determined by relevant personnel and pre-stored locally in the regenerative braking device. The regenerative braking device can then read this charging current threshold from its local storage.

[0107] Step S02: Determine the motor torque threshold based on the charging current threshold, motor speed, and battery charging voltage.

[0108] It should be noted that the aforementioned motor braking torque threshold can be defined as the braking torque that the motor can generate when the power battery is charged at the charging current threshold. By limiting the motor braking torque within the motor braking torque threshold, it can be ensured that the charging power generated by regenerative braking is less than or equal to the charging power threshold, thus protecting the power battery and the motor.

[0109] In its specific implementation, the aforementioned regenerative braking device can read the pre-configured motor speed and battery charging voltage from the local machine, and substitute the charging current threshold, motor speed, and battery charging voltage into the preset torque formula to obtain the motor torque threshold.

[0110] The preset torque formula is as follows:

[0111]

[0112] Where, T max I is the threshold torque of the electric motor. max Where n is the charging current threshold, n is the motor speed, and U is the battery charging voltage.

[0113] Step S03: Determine the motor braking deceleration threshold based on the motor driving torque threshold, vehicle mass, drag coefficient, wheel radius, and rotation ratio.

[0114] It should be noted that the above drag coefficient can be obtained through testing, taking into account factors such as wind resistance, motor resistance, and road slope.

[0115] In practical implementation, the above-mentioned braking energy recovery device can substitute the electric motor torque threshold, vehicle mass, drag coefficient, wheel radius and rotation ratio into the preset deceleration threshold formula to obtain the motor braking deceleration threshold.

[0116] The formula for the preset deceleration threshold is:

[0117]

[0118] In the formula, a max T is the threshold value for motor braking deceleration. max denoted as the electric motor torque threshold, β as the drag coefficient, M as the vehicle mass, r as the radius of the rotating wheel, and i as the gear ratio.

[0119] This embodiment determines the charging current threshold of the power battery; it determines the motor torque threshold based on the charging current threshold, motor speed, and battery charging voltage; and it determines the motor braking deceleration threshold based on the motor torque threshold, vehicle mass, drag coefficient, wheel radius, and gear ratio. During energy recovery at gear shifts, the greater the motor braking deceleration, the greater the charging current of the power battery. To avoid the impact of high current on the power battery and motor, this embodiment determines the motor braking deceleration threshold using the power battery charging current threshold. By limiting the current motor braking deceleration within the threshold, it ensures that the charging current generated during braking energy recovery based on the current motor braking deceleration is limited to the charging current threshold, preventing the impact of high current on the motor and power battery during energy recovery and effectively improving the safety performance of the electric vehicle.

[0120] Based on the first and second embodiments of this application, a third embodiment of this application is proposed. In this third embodiment, content that is the same as or similar to the first and second embodiments described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 , Figure 4 This is a schematic flowchart of the third embodiment of the braking energy recovery method of this application.

[0121] In this embodiment, step S30 may include steps S301 to S302:

[0122] Step S301: Upon receiving a second braking request triggered by the user based on the brake pedal, generate the current braking system deceleration.

[0123] It should be noted that the aforementioned second braking request can be a request triggered by the user pressing the brake pedal.

[0124] Understandably, the deceleration of the aforementioned braking system can be defined as the rate at which the vehicle's speed decreases when it responds to the brake pedal.

[0125] In practice, if the deceleration requirement is still not met after the user presses the regenerative braking pedal, they can continue to press the brake pedal to trigger a second braking request. The aforementioned regenerative braking device can respond to this second braking request by applying pressure to the brake fluid in the master cylinder to generate a corresponding braking force, and based on this braking force, generate the deceleration of the braking system.

[0126] Step S302: Braking is performed based on the current motor braking deceleration and the current braking system deceleration.

[0127] In practice, the aforementioned regenerative braking device can control the vehicle deceleration based on the current motor braking deceleration and the current braking system deceleration to achieve braking and meet the deceleration requirements.

[0128] In one feasible implementation, steps S401 to S403 may be included after step S40:

[0129] Step S401: Determine the sum of the current deceleration based on the current motor braking deceleration and the current braking system deceleration.

[0130] In practical implementation, to ensure that the wheels do not lock up during braking, the aforementioned brake energy recovery device can calculate the sum of the current braking deceleration and the current braking system deceleration to obtain the current total deceleration. Subsequent operations can then be performed based on this current total deceleration to prevent the wheels from locking up during braking.

[0131] Step S402: Determine whether the sum of the current decelerations has reached the preset deceleration.

[0132] It should be noted that the aforementioned preset deceleration can be a pre-set critical value used to determine whether the deceleration is too large. When the sum of the current decelerations exceeds this preset deceleration, it can be determined that the deceleration is too large, and the wheels may lock up during vehicle braking.

[0133] In practice, the aforementioned regenerative braking device can compare the current total deceleration with the preset deceleration to determine whether the current total deceleration has reached the preset deceleration.

[0134] Step S403: If yes, then adjust the current motor braking deceleration or the current braking system deceleration by adjusting the motor control parameters, and return to the step of determining the current total deceleration based on the current motor braking deceleration and the current braking system deceleration, until the adjusted total deceleration is lower than the preset deceleration.

[0135] It should be noted that the above motor control parameters can be the corresponding parameters for controlling the motor, such as current, voltage, and maximum motor braking torque.

[0136] In its implementation, when the aforementioned regenerative braking device detects that the current total deceleration reaches (is greater than or equal to) a preset deceleration, it determines that the current deceleration is too large. At this point, the motor control parameters can be adjusted by a preset adjustment range. For example, the maximum braking torque of the motor can be reduced by a fixed value to lower the maximum deceleration threshold of the motor, thereby reducing the current maximum deceleration of the motor. Alternatively, the motor current can be reduced by a fixed value to decrease the reaction torque of the motor and reduce the deceleration of the braking system. Then, the process returns to the step of determining the current total deceleration based on the current motor braking deceleration and the current braking system deceleration, and the above operation is repeated. If the current total deceleration still reaches the preset deceleration after one adjustment, the adjustment continues until the final adjusted total deceleration is lower than the preset deceleration to prevent wheel lock-up.

[0137] This embodiment determines the current total deceleration based on the current motor braking deceleration and the current braking system deceleration; it then determines whether the current total deceleration reaches a preset deceleration; if so, it adjusts the current motor braking deceleration or the current braking system deceleration by adjusting the motor control parameters, and returns to the step of determining the current total deceleration based on the current motor braking deceleration and the current braking system deceleration, until the adjusted total deceleration is lower than the preset deceleration, thereby limiting the current total deceleration within the preset deceleration range, preventing wheel lock-up, and ensuring driving safety.

[0138] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the braking energy recovery method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0139] This application also provides a braking energy recovery system, referring to... Figure 5 , Figure 5 This is a schematic diagram of the braking energy recovery system of this application. The braking energy recovery system includes: a vehicle controller 100, a motor controller 200, an energy recovery pedal, and a power battery.

[0140] The vehicle controller 100 is connected to the motor controller 200 and the energy recovery pedal, respectively. The motor controller 100 is connected to the motor and the power battery, respectively.

[0141] The vehicle controller 100 is used to obtain the motor braking deceleration threshold when it receives a first braking request triggered by the user based on the energy recovery pedal.

[0142] The vehicle controller 100 is further configured to scale the motor braking deceleration threshold to obtain the current motor braking deceleration, and send the current motor braking deceleration to the motor controller 200.

[0143] The motor controller 200 is used to control the motor to brake according to the current motor braking deceleration.

[0144] The motor controller 200 is also used to convert the kinetic energy generated during braking into electrical energy to charge the power battery based on the current motor braking deceleration.

[0145] In a specific implementation, the vehicle controller 100 may include an energy recovery control module connected to the energy recovery pedal. Upon receiving a first braking request triggered by the user based on the energy recovery pedal, the energy recovery control module responds to the first braking request, activates the braking energy recovery function, obtains the motor braking deceleration threshold, and sends the motor braking deceleration to the motor controller 200. The motor controller 200 controls the vehicle to decelerate based on the current motor braking deceleration, achieving braking. During braking, the motor controller 200 can monitor changes in the vehicle's mass and speed to determine the kinetic energy released during braking. Then, it uses the reverse process of the motor to capture this released kinetic energy, converting it into electrical energy. The converted electrical energy is regulated by an inverter or other power electronic equipment and output to the power battery to charge it.

[0146] Furthermore, the braking energy recovery system also includes a braking system 300 and a brake pedal.

[0147] The vehicle controller 100 is connected to the brake pedal and the braking system 300 respectively.

[0148] The vehicle controller 100 is also configured to send the second braking request to the braking system when it receives a second braking request triggered by the user based on the brake pedal.

[0149] The braking system 300 is used to generate a current braking system deceleration according to the second braking request, and send the current braking system deceleration to the vehicle controller 100.

[0150] The vehicle controller 100 is also used to send the current braking system deceleration to the motor controller.

[0151] The motor controller 200 is also used to control the motor to brake based on the current motor braking deceleration and the current braking system deceleration.

[0152] In a specific implementation, the vehicle controller 100 may also include a braking control module connected to the brake pedal. Upon receiving a second braking request triggered by the user based on the brake pedal, the braking control module sends the second braking request to the braking system 300. The braking system 300 generates a current braking system deceleration based on the second braking request and sends this deceleration to the braking control module of the vehicle controller 100. The braking control module then sends the current braking system deceleration to the motor controller 200. The motor controller 200 controls the motor to brake based on the current motor braking deceleration and the current braking system deceleration.

[0153] In addition, the vehicle controller 100 may also be equipped with an acceleration control module, which is connected to the accelerator pedal. When the driver presses the accelerator pedal, the vehicle controller 100 can receive the corresponding command and send it to the motor controller 200. The motor controller 200 adjusts the output power of the motor according to the command to accelerate the vehicle.

[0154] As a feasible implementation, the energy recovery control module is further configured to determine the current pedal travel and pedal travel threshold of the energy recovery pedal; scale the motor braking deceleration threshold according to the pedal travel threshold to obtain a sensitivity coefficient; and determine the current motor braking deceleration according to the sensitivity coefficient and the current pedal travel.

[0155] As a feasible implementation, the vehicle controller 100 may also have a built-in control chip for determining the charging current threshold of the power battery; determining the motor torque threshold based on the charging current threshold, motor speed, and battery charging voltage; and determining the motor braking deceleration threshold based on the motor torque threshold, vehicle mass, drag coefficient, wheel radius, and rotation ratio.

[0156] As a feasible implementation, the control chip in the vehicle controller 100 is also used to determine the current total deceleration based on the current motor braking deceleration and the current braking system deceleration; determine whether the current total deceleration reaches a preset deceleration; if so, adjust the current motor braking deceleration or the current braking system deceleration by adjusting the motor control parameters, and execute the operation of determining the current total deceleration based on the current motor braking deceleration and the current braking system deceleration until the adjusted total deceleration is lower than the preset deceleration.

[0157] The braking energy recovery system provided in this application, employing the braking energy recovery method in the above embodiments, can solve the technical problem that the braking energy recovery process in the prior art is not smooth enough, causing a jerking sensation for vehicle users and affecting the riding experience. Compared with the prior art, the beneficial effects of the braking energy recovery device provided in this application are the same as those of the braking energy recovery method provided in the above embodiments, and other technical features in the braking energy recovery device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0158] This application provides a regenerative braking device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the regenerative braking method in Embodiment 1 above.

[0159] The following is for reference. Figure 6 , Figure 6 This is a schematic diagram of a structure suitable for implementing the braking energy recovery device in the embodiments of this application. The braking energy recovery device in the embodiments of this application may include, but is not limited to, devices such as vehicle controllers, motor controllers, and in-vehicle terminals (e.g., in-vehicle navigation terminals). Figure 6 The braking energy recovery device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of this application.

[0160] like Figure 6As shown, the regenerative braking device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the regenerative braking device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the regenerative braking device to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show regenerative braking devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0161] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0162] The regenerative braking device provided in this application, employing the regenerative braking method described in the above embodiments, solves the technical problem that the regenerative braking process in the prior art is not smooth enough, causing a jerking sensation for vehicle occupants and affecting the riding experience. Compared with the prior art, the beneficial effects of the regenerative braking device provided in this application are the same as those of the regenerative braking method provided in the above embodiments, and other technical features of this regenerative braking device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0163] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0164] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0165] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the braking energy recovery method in the above embodiments.

[0166] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0167] The aforementioned computer-readable storage medium may be included in the regenerative braking device; or it may exist independently and not be assembled into the regenerative braking device.

[0168] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0169] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0170] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0171] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described regenerative braking method. This solves the technical problem that the regenerative braking process in the prior art is not smooth enough, causing a jerky feeling for vehicle occupants and affecting the riding experience. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the regenerative braking method provided in the above embodiments, and will not be repeated here.

[0172] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for recovering braking energy, characterized in that, The method is applied to electric vehicles equipped with energy recovery pedals, and the method includes: Upon receiving a first braking request triggered by the user based on the energy recovery pedal, the motor braking deceleration threshold is obtained; The current motor braking deceleration is obtained by scaling the motor braking deceleration threshold. Braking is performed based on the current motor braking deceleration; The kinetic energy generated during braking is converted into electrical energy to charge the power battery based on the current motor braking deceleration. The step of scaling the motor braking deceleration threshold to obtain the current motor braking deceleration includes: Determine the current pedal travel and pedal travel threshold of the energy recovery pedal; The sensitivity coefficient is obtained by scaling the motor braking deceleration threshold based on the pedal travel threshold. The current motor braking deceleration is determined based on the sensitivity coefficient and the current pedal travel.

2. The braking energy recovery method as described in claim 1, characterized in that, Before the step of obtaining the motor braking deceleration threshold upon receiving a first braking request triggered by the user based on the energy recovery pedal, the method further includes: Determine the charging current threshold of the power battery; The motor torque threshold is determined based on the charging current threshold, motor speed, and battery charging voltage. The motor braking deceleration threshold is determined based on the motor torque threshold, vehicle mass, drag coefficient, wheel radius, and rotation ratio.

3. The braking energy recovery method according to any one of claims 1 to 2, characterized in that, The step of converting the kinetic energy generated during braking into electrical energy to charge the power battery based on the current motor braking deceleration includes: Determine whether the current remaining capacity of the power battery is lower than the preset capacity; If so, the kinetic energy generated during braking will be converted into electrical energy to charge the power battery based on the current motor braking deceleration. If not, then stop charging the power battery.

4. The braking energy recovery method as described in claim 1, characterized in that, The step of braking according to the current motor braking deceleration includes: Upon receiving a second braking request triggered by the user based on the brake pedal, the current braking system deceleration is generated; Braking is performed based on the current motor braking deceleration and the current braking system deceleration.

5. The braking energy recovery method as described in claim 4, characterized in that, After the step of converting the kinetic energy generated during braking into electrical energy to charge the power battery based on the current motor braking deceleration, the method further includes: The sum of the current deceleration is determined based on the current motor braking deceleration and the current braking system deceleration. Determine whether the sum of the current decelerations has reached the preset deceleration; If so, the current motor braking deceleration or the current braking system deceleration is adjusted by adjusting the motor control parameters, and the process returns to the step of determining the current total deceleration based on the current motor braking deceleration and the current braking system deceleration, until the adjusted total deceleration is lower than the preset deceleration.

6. A braking energy recovery system, characterized in that, The energy recovery system includes: a vehicle controller, a motor controller, an energy recovery pedal, and a power battery; The vehicle controller is connected to the motor controller and the energy recovery pedal, respectively; the motor controller is connected to the motor and the power battery, respectively. The vehicle controller is used to obtain the motor braking deceleration threshold when it receives a first braking request triggered by the user based on the energy recovery pedal. The vehicle controller is also used to scale the motor braking deceleration threshold to obtain the current motor braking deceleration, and send the current motor braking deceleration to the motor controller; The motor controller is used to control the motor to brake according to the current motor braking deceleration; The motor controller is also used to convert the kinetic energy generated during braking into electrical energy to charge the power battery based on the current motor braking deceleration. The vehicle controller is further configured to determine the current pedal travel and pedal travel threshold of the energy recovery pedal; scale the motor braking deceleration threshold according to the pedal travel threshold to obtain a sensitivity coefficient; and determine the current motor braking deceleration according to the sensitivity coefficient and the current pedal travel.

7. The braking energy recovery system as described in claim 6, characterized in that, The system also includes: a braking system and a brake pedal; The vehicle controller is connected to the brake pedal and the braking system, respectively. The vehicle controller is also configured to send the second braking request to the braking system when it receives a second braking request triggered by the user based on the brake pedal; The braking system is configured to generate a current braking system deceleration based on the second braking request, and send the current braking system deceleration to the vehicle controller. The vehicle controller is also used to send the current braking system deceleration to the motor controller; The motor controller is also configured to control the motor to brake based on the current motor braking deceleration and the current braking system deceleration.

8. A braking energy recovery device, characterized in that, The braking energy recovery device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the energy recovery method as described in any one of claims 1 to 5.

9. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the energy recovery method as described in any one of claims 1 to 5.

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